Railroad-track construction.



. all tt may concern:

a specification.

LEE, or GRIFFITH, TENNESSEE.

RAILROAD-TRACK CQNSTRUCTION.

Specification of Letters Patent.

latented ivlay 1e, 1907.

Application filed February 25,1907. Serial No. 359,118.

Be it-known that I, WILLIAM LEE, a citizen of i theUnited States, residing at Grifiith, in

the county of,.-Scott and State of Tennessee, have invented a new and 'useful Railroad- Track Construction, of which the following is T 's" vention relates to the construction of "ermanent'ways, and hasfor its principal ta- -p'orting object to provide improved means for supand fastening the rails, with a view .of-eliminating all wooden ties, sills, or other .r e rail supports, and for the purpose of preventing accidents through spreading or breakingof the rails."

fA further object of the invention is to provide a. structure in which continuous metallic sills. and continuousreinforcing plates are employed to support and retain the rail in '20'" place, the rail being bolted or riveted in place at. a number of points throughout its length, sothat in case of breakage the parts of the rail will be retained in position and derailment prevented.

Astill further object of the invention is to 'de astructure in which portions of the supports are of such construction as to form of the bolts or nuts in case a train is derailed.

' With-these and other objects in view, as

will more fully hereinafter appear, the inven- ;tion consists in certain novel features of con- StI'HOtIOD. and arrangement of parts, hereinafter fully described, illustrated in the accompany'ing drawings, and particularly pointed out in'the appended claims, it being understood that various changes in the form, pro-' minor details of construcportions, size and without departing from tion may be made the spirit or sacrificing any of the advantages of the invention.

In the accompanylng drawings :Figure 1 is a'sectional perspective view of a portion of .a permanent way constructed in accordance with the invention.

Fig. 2 is a detail secftional view'through one of the fails and sills on an enlarged scale. Similar numerals of reference are employed .to indicate corresponding parts throughout ,the several figures of the drawings.

In carrying out the invention, the cross ties may be placed at much greater distances from each other than usual, which ties are formed of channel bars, flanges'being turned downward, so that the edges may partlyembed'themselves in the guards to prevent shearing or breaking.

inside reinforcing plates the side webs orballast or other support and prevent creep-j ing. On the" ties are laid sill plates formed of iron or steel and of alength equal to that of the rails 12, thirty feet in thepresentinstance, and the sill plates are so arranged as to break joint with the rails, the meeting ends of adjacent rails being about mid-way the length of one of the plates, and v ce versa. The steel plates are secured to the ties by bolts or rivets 13, bolts being preferably employed-in the preliminary assembling of the parts, .and these being afterward removed for the insertion of rivets.

curved, the sill plates are shaped at thefmill 1 or factory, and the rails may afterward be Where the road is laid in place and sprung around to the desired curvature and secured in position.

To secure the rails'and sill lstes together,

angle bars 15 are employed, t ese bars being somewhat shorter in length than the rails and the sill plates, being generally twentynine-feet in length, and their spaced ends being located adjacent to the meeting ends of a leaving a space of approximately two feet for the rece tion of an le bars 16, which are bolted to t 'e sides of t e rail, and thence pass over and partly around the meeting ends of the sill plates.

The angle bars to the sill plates, and their vertlcal webs-are secured to the vertical webs ofthe rails by means of bolts 17 which, also, pass through fitting against the inner faces of the vertical webs of the rails The securing bolts 17 are arranged at frequent intervals, there being about twenty of such bolts to each rail length, so that in case of breakage of a rail no part will become detached, and derailment from this cause is avoided.

The angle bars 15 and the connecting bars pair of sill plates,

, 16 have the upper edges of their vertical webs turned outward forming guard flan cs 20 that extend over all of the nuts by WlllCh the rails are secured in place, these-guard flanges serving to prevent the shearing of the bolts by the wheels of a car in case of derailment.

The structure is especially advantageous for use in bridge work, inasmuch as the rails willbe very firmly held in place, and as all wood is eliminated the structure will be rendered fire proof.

1. In a railroad trackconstruction, a plurality of cross ties,

15 are riveted permanently.

metallic sill plates securedto. said 'ties,.-trafiic railsresting on the silllates, and angle bars extending the full en th of the rails and secured at intervals to bot the rails and the sill plates.

2. In railroad track construction, a plurality of cross ties, sill plates secured to the cross ties and extending the full length of the road, traflic rails mounted on the sill plates and arranged to break joint therewith, angle bars extending the full length of the rails and having their vertical webs bolted thereto at intervals, the horizontal flanges'of the angle bars being permanently secured to the sill plates.

3. In railroad track construction, metallic crossties, sill plates secured thereto, traflic' rails resting on the sill plates, angle bars arranged outside the rails and having their vertical flanges secured to the vertical Webs of the rails, the lower'horizontal flanges of the rails.

auxiliary angle bars arranged at' t e meeting ends of the sill plates, said angle bars being arranged to embrace portions of the sill plates, and being permanently secured to the 4. In railroad track construction, cross ties, sill plates mounted thereon, traffic rails resting on the sill plates, and angle bars serving to secure the rails to the sill plates, the upper edges of the angle bars being turned outward to form guard flanges.

In testimony that I claim the foregoing as my own, I have hereto aflixed my signature-in 

